Emergency clamp rail-brake.



No. 856,907. PATENTED JUNE 11, 1907. E. S. PETTERSON & B. F. NEWSOME.

EMERGENCY GLAMP RAIL BRAKE.

APPLICATION FILED AUG. 25, 1906.

5 SHEETS-SHEET 1.

No. 856,907. PATENTED JUNE 11, 1907. E. S. PETTERSON & B. F. NEWSOME.

EMERGENCY CLAMP RAIL BRAKE.

APPLICATION FILED AUG. 25, 1006.

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' No. 856,907. PATENTED JUNE 11, 1907.

E. s. PETTE SON & B. F. NEWSOME. EMERGENCY CLAMP RAIL BRAKE. APPLICATION FILED AUG. 25, 1906.

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No. 856,907. PATENTED JUNE 11, 1907. E. s. PBTTBRSON & B. P. NEWSOME.

EMERGENCY CLAMP RAIL BRAKE. APPLICATION FILED AUG.25,1906.

5 SHEETS-SHEET 44 Scrum, V

No. 856.907. PATENTED JUNE 11, 1907, E. S. PETTERSON & B. P. NEWSOME.

EMERGENCY CLAMP RAIL BRAKE.

APPLIOATION FILED AUG. 25, 1906.

5 SHEETS-SHEET 6.

WE lmeooeo ment in an Emergency Clamp Rail-Brake, ol

UNITED STATES PATENT OFFICE.

ERIK S. PETTERSON AND BEN F. NEWSOME, OF LEAVENWORTll, KANSAS.

EMERGENCY CLAMP RAIL-BRAKE.

Specification of Letters Patent.

Patented June 1 1, 1907.

Application filed August 25, 1906. Serial No. 331.999.

To all whom, it Wuty concern:

Be it known that we, ERIK S. PnrrnnsoN and BEN F. NEWSOME, citizens of the United States, residing at Leavenworth, and in the county of Leavenworth and State of Kansas, have invented a new and useful linprove-' which the following is a specification.

This invention relates to an emergency brake and the object of the invention is a brake of this kind which can be applied to the tread portion of the rail or to the sides of the rail or both as the occasion may require, and a further object of the invention is an emergency brake by means oi which a train may be stopped within a very short distance and without any violent jarring of the cars.

The invention consists of a pair of levers supported beneath the engine and arranged in vertical alinement with the track rails, said levers carrying attheir lower ends a brake adapted to be thrown into engagement with the tread of a rail, and side clamps supported by suitable chains running parallel to said levers, and supported by them, the side clamps being independent of the track brake and adapted to clamp the side portions of the rails.

In the drawings forming a part of this specification :-Figure 1 is a side elevation of one of my brakes, with operating lever and supporting bracket. Fig. 2 is a detail perspective view of a portion of the brace, certain parts being shown in section. Fig. 3 is a section on the line 33 of Fig. 1, the chains being omitted. Fig. at is an end view of one of my brakes, the main track brake and clamps being shown in engagement with a rail. Fig. 5 is an end view 01 the brake upon the opposite side of the engine from that shown in Fig. 4, the main brake being shown in engagement with the tread ol" a rail and the side clamps being elevated to permit passage over a switch point. Fig. 6 is a detail side elevation of the brake and clamps and the lower portion of a track and one of the levers the parts being shown in an inoperative position. Fig. 7 is a detail vertical section through the brakes and through the operating lever, the parts being shown in operative position. Fig. 8 1s a section on the lihe 8-8 of Fig. 6. Fig. 9 is an enlarged de tail face view partly in section of a portion of one side of the main track brake. Fig. 10 is a detail perspective outline ol' the lower end of a lever. Fig. 11 is a detail perspective outline view ol the track brake, and certain parts detached. Fig. 12 is a perspective view oi" one ol the side clamps. Fig. 13 is a detail lace view of a shoe carried by the side clamps, partly shown in dotted lines. Fig. 14 is a side elevation showing application. Fig. .15 is section through an operating piston.

In these drawings A represents the main track brake B the operating lever, D, D and F certain supporting brackets and G the side clamps.

Referring more particularly to Figs. 10 and 11 A represents the brake operating upon the tread of the rail and which is provided with a detachable shoe A curved u1')wardly as shown at A at its forward end. This shoe may be roughened upon its under face if de sired and in a manner to be hereafter described. The upper portion ol" the shoe which is ol" a greater width than the lower portion is provided with the vertical grooves A upon its opposite sides, the object of which will be explained hereal'ter, and this upper portion is also provided with trans verse grooves A and with end flanges A one of which is bent outwardly as shown at 1 Upon its sides the brake A carries brackets A in which are secured pins A parallel to and slightly spaced from the sides of the brake.

At its ends the brake carries detachable end plates A each of which overlaps the. end of one of the side clamps G, and prevents longitudinal movement of said clamp with respect to the brake A. The lever B at its lower end is provided with depending lugs B which lit in the grooves A of the brake A and. the lever is also provided with projecting end portions B which bear against the shoulders A and through which suitable bolts may pass to secure the lever to the brake A.

The lever B is substantially V-shaped, its upwardly curved member B being of greater length than the opposite member warrying the brake A.

At its apex each ol the lovers B are pivoted upon the rod C, which is braced by a red C and supported by suitable brackets D. The brackets D are secured to brackets K in alinement with the track rails and are braced by curved brackets or arms D which at their lower ends are provided with parallel lugs D which embrace the sides of the bracket D and are bolted thereto. bracket D is provided upon its opposite sides The lower end. of the with plates D in which the rod C is suitably held. It will be understood that a set of brakes is arranged upon each side of the engine for engagement with each track rail and it will be obvious that a description of one set of brakes will be suflicient to explain the invention, since with the exception of the rod O and its brace C all parts are duplicated.

Each lever B is provided with two parallel plates E which connect the upper and lower members of the \!shaped lever, these plates passing upon opposite sides of the bracket D and brace or arm D. Each plate E carries upon its outer side a curved plate E which forms a raceway throughout the length of the plate E for suitable chains which operate the clamps G.

Upon the side of the bracket D opposite the arm D is secured an arm F which supports a coil spring F, the lower end of which is secured to the outwardly extending flange A of the brake A. The side clamps G are in the form of hollow blocks opening upon their inner sides and along the lower inner edge of each clamp is secured a detachable shoe G which is provided with spurs or otherwise serrated as shown in Figs. 12 and 13, and the shoes A of the brake A are roughened or serrated in the same manner.

Along the upper inner edge of the clamp G is centrally formed a recess G and upon opposite sides of said recess are projecting shoulders G These clamps are operated by chains H which travel n1 the raceways E, each chain at its lower end portion passing downwardly through one of the grooves A of the brake A, through the recess G of the clamp G and thence over the roller or pin A mounted in the brackets A of the plate A, and the end of the pin is secured to a suitable eye bolt H carried by the clamp G.

The lever B carries upon its opposite sides a pair of outwardly extending arms J, and springs J are connected at their upper ends to the said arms and at their lower ends suitable eye bolts J carried by said lugs J formed on the outer faces of the clamps G. The clamps are also supported from the brake A by suitable links J" pivotally connected respectively, to the ends of the brake A and clamps G. The levers B are operated by means of levers K, which are pivoted upon suitable supporting neath the engine boiler by bands or straps K The chains H are .drawn upwardly through the medium of certain levers L also pivotally connected beneath the boiler in the same manner as the levers K; the bands K also support the brackets K All of these levers are operated from the engine cab by suitable arrangement of links, levers or cables.

The operation of the brake will be readily understood from the drawings and the above description. \Vhen it is desired to apply the brakes A the levers K are operated and the brackets K carried be' to travel upwardly lower end of the lever B is thrown downward, the levers B rocking upon the rod C and forcing the brake A into engagement with the tread of the rail.

' l/Vhen the side clamps are to be applied, the levers L are swung to cause the chains H over the raceway E and over the rollers A, thus drawing the clamps G into the position shown in Fig. 7, the shoes G engaging the sides of the rail and the shoulders G fitting in suitable recesses A, cut in the sides of the brake A.

. When a switch point is to be crossed over the clamp G can readily be raised without lifting the brake A from the track.

The manner of actuating these brakes is optional but we have illustrated the brake as being operated from an engine cab. Cylinders K and L are carried by the engine and either steam or compressed air may be admitted to them through suitable pipe connections, as at K, admission of the actuating fiuid'being controlled by levers M and M in the engine cab.

In the cylinders are pistons, as at K to which are connected piston rods K and L connected respectively to the levers K and the chain lever L.

Having thus fully described our invention, what we claim as new and desire to secure by Letters Patent, isz- 1. A device of the kind described comprising a track brake, means for forcing said brake into engagement with the tread of a I rail, clamps pivotally supported from said brake and adapted to engage the sides of a rail, and means for operating the clamps independent of movement of the track brake.

2. A device of the kind described comprising a main brake, adapted to engage the tread of a track, a lever adapted to force the same into engagement with the track, clamps supported from said main brake and lever, and means for lifting the clamps independent of movement of the main brake.

3. A device of the kind described comprising an emergency brake, adapted to engage a rail, means for lifting and lowering the said brake, clamps adapted to engage the sides of a rail, links pivotally connecting said clamps to the emergency brake, and chains connected to said clamps and adapted to draw the same into engagement with the rails independent of vertical movement of the emergency brake.

a. A device of the kind described comprising a pivoted lever, a track brake supported by the lower end of said lever, raceways carried upon opposite sides of said lever, clamps pivotally suspended from the brake first mentioned, and adapted to engage the sides of a track and chains running through said raceways and connected to the clamps.

5. A brake of the kind described comprising a rockable lever substantially V-shaped,

plates connecting the opposite members of l clamps pivotally suspended from said brake, said lever, raeeways carried by said plates, a I raeeways supported by the brake operating track brake carried by the lever adapted to mechanism, and chains adapted to travel in r5 engage the tread of a rail, clamps supported I said raeeways, said chains being connected from the lever and from the brake adapted to the clamps, as and for the purpose set for engagement with the sides of a rail, and forth.

chains running along said raeeways and conu w v r T nected at their lower ends to the said clamps. ggs N zg gfi fg for the purpose of drawing them into engage- J J ment with opposite sides of a rail. Witnesses:

6. The combination with a tread brake G. A. NITsonE, and means for operating the same, ol side l ED R. BANNON. 

